Improvement in the means for steering boats in train



W. FRICK.

Means fer Steering Beats in Train. Ne.152,099.

Patented June 16, 1874.`

UNITED STATES WILLIAM Enron, or

PATENT QEEIoE.

NOR-FOLK, VIRGINIA.

IMPROVEMENT IN THE MEANS FOR STEERING BOATS IN TRAIN.

Specification forming part of Letters Patent No.

152.099, dated June. 1G, 1874 g application filed )la-rch 26, 1873.

To all fav/fom 'it may concern:

Be it known that I, WILLIAM Feten', of

l Norfolk, in the county of Norfolk and State of Virginia, have inventednew and useful Improvements in Mechanism for Steering Canal- Boats inTrain; and I do hereby declare that the following is a full, clear, andexact description of the same, reference being had to'the annexeddrawings making part of this specification.

Figure l is plan view of two boats with my improvements applied. Fig. 2is an elevation partly in section. Fig. 3 is a section and elevation ofthe tiller.

The same letters are employed in all the ii gures in the designation ofidentical parts.

I have heretofore` taken out Letters Patent for improvements in themethod of steering boats coupled in train, and my present inventionincludes devices for perfecting the system, which I have found, inpractice, to be important for adapting it to the various conditionsencountered in practice of running the boats,

light or loaded, on straight or crooked canals or on the open waters,when steam is used as a motor. 'Vhen the boats are running light, as theengine and fuel are in the stern of the hindermost boat, the draft atthe stern will remain nearly constant, while the bow will be elevated.As the foremost boat runs upon an even keel, light orloaded, it followsthatthe two boats c annot be connected by the rigid coupling-bar set.forth in said former Letters Patent. One part of my present inventionrelates to a iexible coupling which may be used in combination with therigid bar or alone, according to circumstances. In this system the boatsare so coupled and operated that one is used as a rudder for the other.There are conditions in which it is desirable to assist in steering bythe use of an ordinary rudder, and when the boats are separated the boatcarrying the propeller must be steered independently. Another of my im`provements is intended to provide the means of operating the two boatsand the rudder of one independently or together by means of a singlesteering-wheel. Another improvement is intended to provide the means ofregulating the distance between the two boats, so that the prow of oneshall engage the notch in the overhang of the other or not, as required.

A radially to receive' bolts with set-nuts passing through them, andalso, when desired, through corresponding notches in the flanges at theadjoining ends of the drums. By means of these adj Listing-bolts thedrums may be either be loosened,-so that the shaft will turn withoutaffecting the drums. By this means the tiller-chains D and YF may beboth operated, or either may be operated, as it is desired. The chain Fis carried around sheaves F1 on the boat B, and then around `sheaves F2on each side of the prow of boat A, or on the cross-arm of the bar G atF3, as will be explained hereafter, and then passed forward and fastenedto the deck of the boat B at F4. By turning the steering-wheel E thetiller-chain will turn the boats A and B upon the fulcrum formed eitherby the connecting-bar or by the prow of A tting into a recess formed inthe overhanging deck at the stern of B. By this means the boats 'may bemade to act one as a rudder for the other. The rudder D may be actuatedat the same time, to assist in steering the train of boats, orindependently. The boats are connected by a strong rigid bar, G, made intwo parts,- G, which has a socket on its front end, and G2, which, whenfitted into the socket, is secured by a coupling-pin, G3. The rigid barVG is secured by a swiveling-bolt to the deck of the boat A, and to theboat B by standards II H H H bolted to the deck thereof. In order tosustain the draft without shock crossplates are fastened on each side ofsprings, as shown at J. As set forth in my said former Letters Patent,another cross-plate, K,through which the bar G2 passes, bears againstthe standards H H', being confined by an adjustll n the annexeddrawings, A is the boat which fastened to trnn with the shaft,- oreither may able key, L, bent at right angles, so that the short endpasses into a hole in bar G2, and the long arm extends between theplates I and K, holdin g the latter again st the standards. There aretwo holes in the bar G2. The forward one is intended to receive the keywhen the point presses against the plate, to force the prow out of thenotch in the overhang, so that the boats may be steered by the bar Galone.

Taking out the keyand the bolt G3 and tightening the chain so as to drawthe prow into the notch in the overhang, the chain in such i casepassing around the sheaves F2, the boat may be steered without the rigidbar. The vertically -i'iexible connections of the auxiliary bar M permitit to be used to couple the boats when the boat A is light forward, therigid bar G being removed, the' chains F uniting the boats permittingthe bow of boat A to rise without interfering with their operation.

Vhat I claim as my invention, and desire to secure by Letters Patent, is

1. In combination with the steering-wheel E, tiller-chains D actuatingthe rudder D, and the chain F steering one boat by the other, and thedrums EIFJ2 attached to the shaft, so that they may be operatedindependently or together, substantially in the manner set forth.

2. The rigid bar G, constructed in two parts, in combination with thecross-plates and standards and Vadjustable key, by means of which theprows may be engaged or disengaged in rela'tion to the notch in theoverhang, substantially inthe manner set forth.

In testilnony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

WILLIAM FRIGK.

Witnesses.:

D.N. DEFoRD, l). H. WHITEHURST.

